Outboard Motor and Methods of Use Thereof

ABSTRACT

An outboard motor and methods of use thereof in general, includes a powerhead removeably affixed to the transom of a boat, and a gear case rotationally connected to a propeller shaft, the outboard motor including a telescopic drive shaft, the telescopic drive shaft having a first drive shaft section rotationally connected to the motor and a second drive shaft section rotationally connected to the gear case, and a telescopic drive shaft housing, the telescopic drive shaft housing configured to support the telescopic drive shaft internally therethrough, whereby the telescopic drive shaft and the telescopic drive shaft housing are configured to provide depth adjustment for the gear case and the propeller shaft, and thus enable the propeller to be raised and lowered during propulsion to improve propulsion efficiency.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and is a continuation of U.S. patentapplication Ser. No. 15/188,330 filed on Jun. 21, 2016, entitled“Outboard Motor and Methods of Use Thereof”, which is incorporatedherein by reference in its entirety.

TECHNICAL FIELD

This disclosure relates to an outboard motor and methods of use thereof.More specifically the disclosure relates to an outboard motor with arotating lower unit.

BACKGROUND

An outboard motor is the most common motorized method of propelling orpropulsion system for small, medium, and large watercraft. The primarycomponents of the outboard motor have not changed much since inventorOle Evinrude introduced his two-cylinder motor—ELTO stood for EvinrudeLight Twin Outboard. For example, an outboard motor is a self-containedunit that includes an engine or powerhead, a midsection containing anexhaust housing, gear box and drive shaft, and a lower unit containing apropeller, an exhaust port, and a skeg, wherein the outboard motor isdesigned to be affixed to the outside of the transom, which ispositioned at the stern of a boat or ship. As well as providingpropulsion, outboards provide steering control, as they are designed topivot about their mountings and thus control the direction of thrust orpropulsion of the boat. Outboard motors have advanced from two-stroke tofour-stroke motors, from 2-, 3- and 4-cylinder models, added fuelinjection, electronic timing and other efforts to increase fuel economy,low end torque, and smoother operation.

Even with advances in engine design, (these advances have been largelyborrowed from other forms of motorized transportation), the modernoutboard is a contradiction, having been with us for over a century ithas in fact changed little, the last major advance (which in fact is nowa problem) happened over fifty years ago when Carl Keikhaefer of MercuryMarine invented the through the propeller hub exhaust system that tothis day allows virtually all modern outboard motors to dump untreated,un-muffled exhaust into the aquatic environment. One disadvantage of themodern outboard, especially two-stroke motors is their inefficiency inburning the oil and gas mixture causing large amounts of pollution(especially oil in the water). Moreover, all outboard motors whethertwo-stroke to four-stroke motors exhaust untreated pollution (in theform of gases and petroleum particulate) down their midsection and outthe propeller exhaust section directly into the water polluting thewater and marine life. Moreover, another disadvantage of the modernoutboard, motors exhausting untreated noise pollution down theirmidsection and out the propeller section polluting the water with noisepollution causing marine life to depart from their habitat or flee fromthe boat noise or become disoriented. Only recently has the true impactof our presence under the surface of the water begun to be recognized(reference documentary Sonic Seas).

Another disadvantage of this approach is its fixed configuration whereinthe powerhead, midsection and propeller are designed as a fixed rigidunit and the fixed rigid unit pivots about its mountings or articulatethereabout to control the direction of thrust or propulsion of the boator to offer directional control of the craft. A fixed powerhead,midsection, and propeller place all the units weight and torque on thepivot pin and steering apparatus, and thus limit the size of the motor.In other words you must turn the entire outboard motor to turn the boat.Imagine if the entire front end of an automobile needed to move right toleft for steering rather than just turning the wheels.

Another disadvantage of the modern outboard and its fixed configurationpositioning the transmission gear case and the exhaust manifold beneaththe surface of the water, in front of the propeller, this createstremendous drag and as speeds increase begins to literally block thewater from the control surfaces and propeller blades by creating a shockwave sufficient to cause a vacuum pocket to begin to form around thesubmerged lower unit. As speed increases, this undesirable condition canescalate to the point that the water loses contact completely with thecontrol surfaces and the propeller itself. This condition is referred toas “blowing out” the lower unit, and can cause complete loss of controlof the craft at high speed. Also, the fully submerged, slipping typepropeller generates a powerful vortex around itself due to the waterbeing ejected radially from its center, creating a tornado of rotatingwater around the propeller unit. Moreover, water ejected radially doesnot provide thrust or control and is therefore a complete waste ofenergy. There is almost always a vacuum pocket in the center of thesubmerged propellers vortex, as a matter of fact; virtually all outboardmotors count on this vortex to dump untreated exhaust into the marinehabitat. However, as the speed of the rotation increase, centrifugalforce will cause a vacuum cavity in the center to grow, as the rotationof the propeller approaches 2000 RPM the vacuum pocket grows until itreaches the blades of the propeller, at this point cavitation begins tooccur. Cavitation is defined as pockets of vacuum reaching the propellerblades. These pockets of vacuum when in contact with the blades are anextremely undesirable situation because the propeller will make littleor no thrust under these conditions, control of the craft iscompromised, and the propeller blades will quickly deteriorate as thescouring action of the cavitation bubbles build up on the surface of theblades. Add to this, the fact that virtually all outboards have anexhaust manifold in this submerged gear case means that at anythingabove a few miles per hour, the hydrostatic drag of just pushing thisassembly through the water is very, very high. Therefore a completelysubmerged propeller while effective and even desirable at low speedsbecomes a liability at higher speeds.

The vast majority of boats under 50 feet in length are plaining typehulls, these hulls are designed to enable the boat to step up “on top”of the water while the boat is underway, with the hull “on top” of thewater, the boat is able to achieve speeds that make cruising to moreremote destinations practical. Whether for work or pleasure it is alwaysdesirable to get to where you're going as quickly as possible. This iswhere the shortcomings of current outboard motors become glaringlyevident. Modern boats are quite capable of traveling safely at speedsover 50 MPH, however, fuel efficiency degenerates incredibly quickly atspeeds over 25 mph. Modern engine technology is such that fuelefficiency in the engine itself has made great strides. However at thementioned comparatively low speeds the current outboard motor, even withthe latest technically advanced engines, dramatically loses efficiency.While some fuel efficiency is always lost as speeds increase due to welldocumented factors such as drag coefficient, in the case of the outboardmotors the tradeoff is so profound as to be unacceptable.

As the water craft begins to move hydrostatic drag is created by thelower unit, exhaust pipe, and transmission (gear box) located below thesurface, causes the even the most modern outboard motor to becomedramatically inefficient, even at very low speeds. Outboards todayovercome the problems intrinsic in their design by simply adding poweruntil they overcome the drag and with that comes fuel consumption,massive fuel consumption. Larger boats searching for the performance andversatility of the outboard motor are required to employ exotic andexpensive multiple engine instillations. This solution is costly andinherently inefficient as it must push two or more of the parasiticlower units through the water as well as the weight and complexity ofmultiple controls and support apparatus. Such outboards have a narrowand tall profile.

Another disadvantage of the modern outboard is its actual performance islimited by poor efficiency in the system that actually converts thepower to thrust. Most medium to larger fishing boats cannot exceed 60miles per hour and get less than three (3) miles to the gallon.Increases in performance come at crippling cost; usually multipleoutboard engines, and fuel mileage measured is in fractions of one mileto the gallon. While it is true some smaller four stroke boats operatingat 25 MPH or less can reach ten MPG, when these craft, operated are onlyslightly faster, and the fuel mileage deteriorates precipitously. Allbut a tiny fraction of standard size fishing boats average single digitfuel economy. Boats of 17 feet or better, boats with duel engines orboats that operate in excess of fifty miles per hour most often dipbelow one (1) MPG, making the outboard powered boat, the boats thatpopulate the waterways by the millions, one of the most inefficientforms of transportation ever devised.

Another disadvantage of the modern outboard is it has almost exclusivelyone forward gear with the propeller acting as a torque converter andtransmission, imagine your automobile stuck in low gear or having tostart off in high, either condition results in very poor performance andfuel inefficiency. Used in this manner the propeller must be acompromise between low speed slip and high speed thrust, and the resultsare a unit that does neither particularly well, and boats that, whenoperated at speeds above twenty five 25 MPH, are very inefficient.

The current outboard motor relies on the propeller to “slip” in thewater allowing it to have a “fluid coupling” action, a kind of “torqueconverter” effect has served to allow marine propulsion systems ingeneral and outboard motors in particular to get along with almost nodevelopment other than in the propeller itself.

High speed drives, such as Arneson surface drives, are specializedpropulsion units for water craft designed to enable the propeller bladesto break the water's surface, these are called surface-piercingpropellers. Surface drives do not expose the entire gear case to thewater as do standard propeller drive systems with their fully submergedpropellers. These drives provide profound performance and efficiencygains at higher speeds. However, these systems are primarily limited tolarger craft because the great disadvantage to these surface drives isthey are expensive and require the engine to be inboard (inside) thecraft, therefore these superb units are only utilized with custom orspecialized power boats, such as high-performance speed boats,performance yachts, and military or coast guard boats. Moreover, surfacedrives make low speed maneuverability, such as docking more challengingsince the propeller blades lack the blade surface area contacting thewater to generate large thrust at low propeller speeds found in asubmerged propeller. Therefore these instillations usually require theuse of separate low speed thrusters for docking and maneuvering in closequarters such as a harbor.

Therefore, it is readily apparent that there is a need for an outboardmotor and methods of use thereof that functions to enable a combinationof features including the midsection and/or propeller to pivot about thepowerhead, treat motor exhaust and discharge to the atmosphereeliminating water and noise poisonous water pollution discharge into thewater and spread over miles, enable the propeller depth to be raised tosurface-piercing and lowered to fully submerged propeller duringpropulsion to improve propulsion efficiency at both high and low speedsrespectively, and reduce the lower unit and gear box size to reduce thesource of crippling hydrostatic drag, and thus, improve the performanceand fuel efficiency of the outboard motor.

BRIEF SUMMARY

Briefly described, in an example embodiment, the present disclosureovercomes the above-mentioned disadvantages and meets the recognizedneed for an outboard motor and methods of use thereof in general,includes a powerhead removeably affixed to the transom of a boat, and agear case rotationally connected a propeller shaft, the outboard motorincludes a combination of features: the midsection and/or lower unit(gear case, propeller shaft, and propeller) are configured toindependently rotate 360 degrees about the powerhead thus removing motorweight and torque from the steering mechanism; treating exhaust via acatalytic converter and muffler before discharging to the atmosphereeliminating water and noise pollution and toxic discharge into thewater, a telescopic drive shaft, the telescopic drive shaft having afirst drive shaft end rotationally connected to the motor and a seconddrive shaft end rotationally connected to the gear case, and atelescopic drive shaft housing, the telescopic drive shaft housingconfigured to support the telescopic drive shaft internallytherethrough, whereby the telescopic drive shaft and the telescopicdrive shaft housing are configured to provide depth adjustment for thegear case and the propeller shaft to enable the propeller depth to beraised to surface-piercing and lowered to fully submerged duringpropulsion, and thus to improve propulsion efficiency at both high andlow speeds respectively, a multi-speed transmission to enable higherspeed revolutions per minute of propeller shaft and propeller, and asurface-piercing propeller that injects or dissolves large amounts ofoxygen into aquatic environment because the propeller breaches the watersurface verse toxic hot poisonous carbon monoxide and other petroleumby-products spread over miles.

This as opposed to current designs which, enhanced by the heat,turbulence and vacuum, intrinsic to the through the prop exhaust,design, dissolve poisonous carbon monoxide and other petroleumby-products and then spread this pollution over miles.

According to its major aspects and broadly stated, the presentdisclosure in its exemplary form is an outboard motor and methods of usehaving a motor, and a gear case rotationally connected a propellershaft, the outboard motor includes a telescopic drive shaft, thetelescopic drive shaft having a first drive shaft end rotationallyconnected to the motor and a second drive shaft end rotationallyconnected to the gear case, and a telescopic drive shaft housing, thetelescopic drive shaft housing configured to support the telescopicdrive shaft internally therethrough, whereby the telescopic drive shaftand the telescopic drive shaft housing are configured to provide 360degrees of rotation independent of a motor structure supporting themotor, and thus functions to enable the midsection and/or propeller topivot about the powerhead, treat motor exhaust and discharge to theatmosphere eliminating water and noise pollution discharge into thewater, and reduce the lower unit and gear box size and raise it to thesurface to reduce the source of crippling hydrostatic drag and thusimprove the fuel efficiency of the outboard motor.

In an exemplary embodiment of the outboard motor and methods of usethereof includes an outboard motor having a motor, and a gear caserotationally connected a propeller shaft, the outboard motor includes atelescopic drive shaft, the telescopic drive shaft having a first driveshaft end rotationally connected to the motor and a second drive shaftend rotationally connected to the gear case, a telescopic drive shafthousing, the telescopic drive shaft housing configured to support thetelescopic drive shaft internally therethrough, whereby the telescopicdrive shaft and the telescopic drive shaft housing are configured toprovide depth adjustment for the gear case and the propeller shaft.

In a further exemplary embodiment the outboard motor and methods of usethereof includes an outboard motor having a motor, and a gear caserotationally connected a propeller shaft, the outboard motor includes adrive shaft, the drive shaft having a first drive shaft end rotationallyconnected to the motor and a second drive shaft end rotationallyconnected to the gear case, and a drive shaft housing, the drive shafthousing configured to support the drive shaft internally therethrough,whereby the drive shaft and the drive shaft housing are configured toprovide 360 degrees of rotation independent of a motor structuresupporting the motor.

In still a further exemplary embodiment of the outboard motor andmethods of use thereof operating an outboard motor having a motor, and agear case rotationally connected a propeller shaft, the methodcomprising the steps of providing a telescopic drive shaft, thetelescopic drive shaft having a first drive shaft end rotationallyconnected to the motor and a second drive shaft end rotationallyconnected to the gear case, a telescopic drive shaft housing, thetelescopic drive shaft housing configured to support the telescopicdrive shaft internally therethrough, whereby the telescopic drive shaftand the telescopic drive shaft housing are configured to provide a depthadjustment for the gear case and the propeller shaft, and a multi-speedtransmission positioned between the motor and the first drive shaft end,sensing a water speed of less than approximately twenty miles per hour,operating the transmission in a low gear, wherein the propeller shaftrotates a propeller between 0 and approximately 2,000 revolutions perminute, and operating the motor with the propeller shaft and saidpropeller submerged below a water line via said depth adjustment of thegear case and the propeller shaft.

In still a further exemplary embodiment of the outboard motor andmethods of use thereof operating an outboard motor having a motor, and agear case rotationally connected a propeller shaft, the methodcomprising the steps of providing a telescopic drive shaft, thetelescopic drive shaft having a first drive shaft end rotationallyconnected to the motor and a second drive shaft end rotationallyconnected to the gear case, a telescopic drive shaft housing, thetelescopic drive shaft housing configured to support the telescopicdrive shaft internally therethrough, whereby the telescopic drive shaftand the telescopic drive shaft housing are configured to provide a depthadjustment for the gear case and the propeller shaft, and a multi-speedtransmission positioned between the motor and the first drive shaft end,sensing a water speed of greater than approximately twenty miles perhour, operating the transmission in a high gear, wherein the propellershaft rotates a propeller between approximately 2,000 and 8,000revolutions per minute, and operating the motor with the propeller shaftand the propeller proximate a waterline via the depth adjustment of thegear case and the propeller shaft.

A feature of the outboard motor and methods of use thereof is theability to exhaust treated catalyzed exhaust through a catalyticconverter, silencer, muffler or any other gas or particulate reducerand/or noise reducer, and thereafter discharge treated exhaust into theatmosphere without polluting the aquatic environment with hot poisonoustoxic chemicals and gases and noise pollution causing marine life todepart from their habitat or flee from the boat exhaust noise pollutionspread over miles. No noise or exhaust discharge into the water. Thushelping to eliminating, what science is now proving to be, thedisastrous effects of operating noise generating devices in the aquaticenvironment.

Another feature of the outboard motor and methods of use thereof is theability to provide a reduced size lower unit, gear box, and/or propellersince the exhaust tubing, piping, or exhaust manifold has been removedfrom the submerged lower unit or gear case, and thus a smaller orreduced size lower unit will provide a reduced hydrostatic dragcoefficient as compared to the larger exhaust configured lower unit.

Still another feature of the outboard motor and methods of use thereofis the ability to provide a midsection and/or lower unit, propellerhousing, drive shaft, drive shaft housing and/or gear case and propellerthat rotates 360 degrees independent of the powerhead (uncouple thepowerhead from the lower unit) rather than the entire outboard motorpivoting relative to the boat transom, by creating independent rotatingmidsection and/or lower unit from the powerhead, and thus, having 360degrees to control the direction of thrust or propulsion of the boat orto offer directional control of the craft, and thus, removing motorweight and torque from the steering mechanism.

Yet another feature of the outboard motor and methods of use thereof isthe ability to vertically adjust the propeller or propeller shaft heightbetween a low speed fully submerged propeller to fast speedsurface-piercing propeller via a telescopic drive shaft housing, thetelescopic drive shaft housing configured to support the telescopicdrive shaft internally therethrough, whereby the telescopic drive shaftand the telescopic drive shaft housing are configured to provide depthadjustment for the gear case and the propeller shaft to enable thepropeller depth to be raised to surface-piercing and lowered to fullysubmerged during propulsion, and thus to improve propulsion efficiencyat both high and low speeds respectively As the name implies thispropeller runs at the surface of the water effectively dipping one bladein the water at a time or allowing one blade at a time pierce thewaterline, instead of creating a thrusting vortex, or column of waterunder the surface, the surface piercing propeller literally paddlesacross the top of the water.

This is a remarkable difference. Observe a duck lifting off from thewater, notice his feet, his taking to the air is greatly aided by hissurface piercing feet, paddling across the surface of the water. Anotherexample is the rowing scull, with the coxswain calling cadence, a rowingteam dips the paddles in the water and pulls, what you will see is therowing scull moves almost inch for inch to the movement of the rowerspaddle. Paddle moves, boat moves, very little slip, very efficient. Thesurface piercing prop does much the same thing, literally paddlingacross the surface of the water. By running very close to the water'ssurface the vortex is eliminated, allowing the next blade to get a fresh“bite” of water. Literally “paddling”, but paddling very quickly indeed,such as 250 times per second. The benefits of this, the surface piercingpropeller design, are indispensable at high speed; however at low speedand under heavy load the submerged propeller is far more desirable, dueto its ability to generate more thrust from a standstill, and thusintegrating both operating modes into a single unit.

Yet another feature of the outboard motor and methods of use thereof isthe fuel efficiency achieved utilizing the smaller or reduced size lowerunit without the exhaust manifold, and dual efficient operation mode ofthe high speed surface piercing raised propeller design, and the lowspeed lowered or submerged propeller thrust under heavy load.

Yet another feature of the outboard motor and methods of use thereof isthe application of multiple higher speed forward gears via a multi-speedtransmission to enable higher speed revolutions per minute of propellershaft and propeller coupled with raiseable fast speed surface-piercingpropeller to achieve higher boat speeds.

Yet another feature of the outboard motor and methods of use thereof isthe ability to eliminate the need for a reverse gear rotating thepropeller in an opposite direction. Rather utilizing the 360 rotatinglower unit, propeller housing, drive shaft, and/or gear case andpropeller to rotate 180 degrees and pull or push the boat in reverse.

Yet another feature of the outboard motor and methods of use thereof isits ability to meet upcoming Environmental Protection Agency's (EPA)Clean Air Act and/or California Air Resources Board marine enginepollution and discharge standards.

Moreover, EPA has published dissolved oxygen (DO) criteria for liquid,such as fresh, salt and brackish water, and wastewater, sewage andindustrial wastewater discharges into the same bodies of water toprotect organisms and their uses from the adverse effects of low DOconditions. The Agency developed these criteria because hypoxia (lowdissolved oxygen) is a significant problem for lakes, streams, rivers,and coastal waters that receive a lot of runoff that contain nutrients(for example, nitrogen and phosphorous and other oxygen-demandingbiological wastes). Excessive nutrients in aquatic systems stimulatealgae growth, which in turn uses up the oxygen needed to maintainhealthy fish, shellfish, and other aquatic life populations.

EPA's Environmental Monitoring and Assessment Program (EMAP) for lakes,streams, rivers, and coastal waters has shown areas exposed to somedissolved oxygen concentrations of less than 5 mg/L. Long periods of DObelow 5 mg/L can harm larva life stages for many fish, shellfish, andother aquatic life populations.

Yet another feature of the outboard motor and methods of use thereof isits fast speed surface-piercing propeller that injects or dissolveslarge amounts of oxygen (DO) into lakes, streams, rivers, and coastalwaters and its release of treated exhaust into the atmosphere duringoperation help to raise dissolved oxygen levels verse underwater releaseof toxic hot poisonous carbon monoxide and other petroleum by-productsspread over miles.

Yet another feature of the outboard motor and methods of use thereof isits works efficiently with the propeller at depth or submerged to propelthe heavy load boat or ship up to approximately 20-25 MPH or speed setpoint(s) with propeller speed of 0-2,000 RPM capable of placing the boator ship up on a plane.

Yet another feature of the outboard motor and methods of use thereof isits works efficiently with the propeller at surface piercing to propelthe heavy load boat or ship up to speeds above approximately 20-25 MPHor speed set point(s) with propeller speed of 2,000-8,000 RPM or highercapable of placing the boat or ship up on a plane.

Yet another feature of the outboard motor and methods of use thereof isthere is virtually no limits to the amount of horsepower a single enginecan have with the additions of telescopic lower unit, and a low and wideprofile.

Yet another feature of the outboard motor and methods of use thereof isa single engine with a dramatically reduced environmental signature andvirtually unlimited horsepower will allow tremendous expiation of theoutboard motor onto much larger craft.

Yet another feature of the outboard motor and methods of use thereof isits ability to provide a low and wide profile and thus spreads the motorweight and torque across a broader section of the transom promotingoverall stability of the boat or ship.

Yet another feature of the outboard motor and methods of use thereof isits ability to provide a small profile “racing style” lower unit toreduce hydrostatic drag promoting fuel efficiency of the outboard motor.

Yet another feature of the outboard motor and methods of use thereof isits ability to add oxygen and/or dissolved oxygen to the water via asurface piercing propeller.

Yet another feature of the outboard motor and methods of use thereof isits ability to provide a new way for a marine motor to interface withthe water.

These and other features of the outboard motor and methods of usethereof will become more apparent to one skilled in the art from theprior Summary and following Brief Description of the Drawings, DetailedDescription of exemplary embodiments thereof, and Claims when read inlight of the accompanying Drawings or Figures.

BRIEF DESCRIPTION OF THE DRAWINGS

The present outboard motor and methods of use thereof will be betterunderstood by reading the Detailed Description of the Preferred andSelected Alternate Embodiments with reference to the accompanyingdrawing Figures, in which like reference numerals denote similarstructure and refer to like elements throughout, and in which:

FIG. 1 is a side view of a prior art outboard motor;

FIG. 2 is a side view of an exemplary embodiment of the outboard motorand methods of use thereof;

FIG. 3 is a side view of an exemplary embodiment of a drive shafthousing lower unit, according to FIG. 2;

FIG. 4 is a side view of an exemplary embodiment of a drive shafthousing upper unit, according to FIG. 2;

FIG. 5 is a side view of an exemplary embodiment of a telescoping driveshaft and telescoping drive shaft housing lower and upper unit,according to FIG. 2;

FIG. 6 is a side view of an exemplary embodiment of an outboard motorwith telescoping drive shaft and drive shaft housing lower unit andpropeller shown extended submerged water line, according to FIG. 2;

FIG. 7 is a side view of an exemplary embodiment of an outboard motorwith telescoping drive shaft and drive shaft housing lower unit andpropeller shown retracted to where propeller is surface piercing thewater line, according to FIG. 2;

FIG. 8 is a side view of an exemplary embodiment of an outboard motorwith telescoping drive shaft and drive shaft housing lower unit, 360degree rotating drive shaft housing and lower unit, and propeller turned180 degrees to propel the boat in reverse, according to FIG. 2;

FIG. 9 is a rear view of an exemplary embodiment of an outboard motorwith telescoping drive shaft and drive shaft housing lower unit, 360degree rotating drive shaft housing and lower unit, and racing stylelower unit, according to FIG. 2; and

FIG. 10 is a flow diagram of a method of controlled depth adjustment ofa propeller shaft based on boat speed.

DETAILED DESCRIPTION

Referring now to FIG. 1 there is illustrated a prior art outboard marinemotor, such as outboard motor 10. Outboard motor 10 is a self-containedunit that includes an engine or motor, such as powerhead 20, designatedvertically as section 11, midsection designated as section 12 containingan exhaust housing 25, and drive shaft, and a large “club foot” lowerunit designated as section 13 contains a propeller 23, an exhaust portor exhaust manifold 26, and a skeg 24 to protect the propeller frombottom debris. The powerhead 20, designated vertically as section 11and/or midsection designated as section 12 together form a single unitthat is removeably affixed to the outside of the transom T, which ispositioned at the stern of a boat or ship. The powerhead 20, designatedvertically as section 11, midsection designated as section 12, and lowerunit designated as section 13 together form a single or fixed unit.Outboard motor 10, a single or fixed unit, rotates R (rotation R) about45 degrees either side of center (shown) of pivot & rotation mechanismP&R relative to transom T to enable steering control of the boat or shipvia a turning mechanism, such as steering arm 21, and thus control thedirection of thrust or propulsion of the boat. Outboard motor 10, asingle or fixed unit, pivots P about 90 degrees about pivot & rotationmechanism P&R relative to transom T to enable lifting or raising ofmidsection designated as section 12 and lower unit designated as section13 up relative to water line WL or up and above water line WL. Thus,outboard motor 10, a single or fixed unit, is limited to less than about45 degrees of rotation R either side of center of rotation mechanism RM.

Furthermore, this single unit of fixed section 11, section 12, andsection 13 place all the motor torque and weight on the motor pivot andthe steering mechanism, and thus limits the size of powerhead 20. Stillfurthermore, the single or fixed unit positions propeller 23 in a verylimited range of motion, requiring movement of the entire engineassembly to effectively raise or lower the propeller, thereforeeffectively limiting the propellers' position beneath the water line WLwherein propeller 23 and a portion of the midsection designated assection 12 are inefficiently drug or pushed through the water creatingresistance and compression type shock wave in front of the high speedrotating propeller 23.

Motor exhaust E from powerhead 20 travels down exhaust conduit 25through midsection designated as section 12 and into lower unitdesignated as section 13 where exhaust E comprising toxic gases, oil,and noise pollution exit through exhaust port or exhaust manifold 26into the water beneath the water line WL causing large amounts ofpollution (especially oil, residue, carbon gasses and noise) to bedirectly discharged into the water polluting the water and marine lifeenvironment and disbursing marine life fleeing the noise.

In describing the exemplary embodiments of the present disclosure, asillustrated in FIGS. 2-10, specific terminology is employed for the sakeof clarity. The present disclosure, however, is not intended to belimited to the specific terminology so selected, and it is to beunderstood that each specific element includes all technical equivalentsthat operate in a similar manner to accomplish similar functions.Embodiments of the claims may, however, be embodied in many differentforms and should not be construed to be limited to the embodiments setforth herein. The examples set forth herein are non-limiting examples,and are merely examples among other possible examples.

Referring now to FIG. 2, by way of example, and not limitation, there isillustrated an example embodiment outboard marine motor, such asoutboard motor 100. Outboard motor 100 may be removeably attached to theoutside of the transom T, which is positioned at the stern of a boat orship. It is contemplated herein that outboard motor 100 may pivot Papproximately 90 degrees about pivot mechanism PM having motorstructure, such as super structure SS relative to transom T to enabletilting or pivoting of midsection designated as section 12 and lowerunit designated as section 13 down relative to water line WL or up andabove water line WL. It is recognized herein that outboard motor 100does not rotate R (rotation R) about a rotation mechanism RM relative totransom T such as shown in FIG. 1.

Outboard motor 100 may include standard outboard motor features,systems, and functionality as shown in a block diagram, such aspowerhead, engine or motor 110, with subsystems such as, a computer orengine control unit 112, fuel injection system 114, engine exhaustmanifold and exhaust plumbing 116, turbocharger or multi turbocharger118, water to air inter cooler 120, heat exchanger 122 for coolingengine water and inter cooler, forward and reverse transmission 130,with or without drive engaging clutch, drive shaft and/or drive shafthousing 132, gear case and gear case housing 134, propeller shaft 136and propeller 138.

Moreover, outboard 100 may include catalytic converters, silencer,muffler systems, and the like, exhaust system 140 connected to engineexhaust manifold and exhaust plumbing 116 to convert or capture harmfulexhaust compounds discharged from motor 110 into harmless or lessharmful compounds prior to above water line WL discharge from tail pipe124 into the atmosphere A to meet upcoming Environmental ProtectionAgency's (EPA) Clean Air Act and/or California Air Resources Boardmarine engine pollution and discharge standards. Discharging catalyzedexhaust into the atmosphere A reduces 1) noise pollution dischargedunder water line WL resulting in less disbursement of marine and aquaticlife due to excess noise pollution travelling through the water medium,and 2) discharge of untreated exhaust containing hazardous gases,compounds and unbearnt or partially burnt petromeum fuels and oils underwater line WL, which leads to surface film buildup of petroleum productson water line WL.

Referring again to FIG. 2, by way of example, and not limitation, thereis illustrated an example embodiment outboard marine motor, such asoutboard motor 100 having 360 degrees of rotation of (or rotate,rotating, or rotational R1) internal parts to decouple (or enableindependent rotation R1) of drive shaft housing, such as midsectiondesignated as section 12 and lower unit designated as section 13independent or relative to motor 110. Midsection designated as section12 may include first shaft housing end or upper midsection end 12.1 andsecond shaft housing end or lower midsection end 12.2. Midsectiondesignated as section 12 may include rotational joint or coupler 150between transmission 130 or motor 110 and drive shaft 132 and a reducedfriction constraining mechanism between moving parts to enablemidsection designated as section 12 to rotate up to 360 degrees, such asfirst housing bearing or upper midsection bearing 152 AB positionedproximate upper midsection end 12.1 and second housing bearing or lowermidsection bearing 154A/B positioned proximate lower midsection end 12.2to constrain and enable drive shaft housing 132, drive shaft, and/orlower unit designated as section 13 to rotate R1 360 degrees relativethereto motor 110, transmission 130, support, engine mount hardware,motor structure, or super structure SS, and/or transom T.

To control rotation of drive shaft housing 132 and/or lower unitdesignated as section 13, drive shaft housing 132 may include a collaror formed gear, such as ring gear 162 formed, affixed or removeablyaffixed thereto drive shaft housing 132. Ring gear 162 may bemechanically connected to a drive gear, such as pinion gear 166. Piniongear 166 may be mechanically turned or rotated in either direction via acompressed air or hydraulic or electrical motor or the like, such asdrive motor 164. It is recognized herein that controlled rotation ofdrive shaft housing 132 and/or lower unit designated as section 13,drive shaft housing 132 may be of any conventional construction.

It is alternatively contemplated herein that ring gear 162 may be acollar affixed or removeably affixed thereto drive shaft housing 132wherein one or more mechanical arms or members or cables may berotationally affixed to sides or opposite sides of collar as ring gear162 or drive shaft housing 132, wherein one or more mechanical members(such as steering rods) configured to move in a linear motion causingring gear 162 or drive shaft housing 132 to rotate R1 approximately 360degrees relative thereto motor 110, transmission 130, super structureSS, and/or transom T.

It is further alternatively contemplated herein that belt 162 may be aaffixed or removeably affixed thereto drive shaft housing 132 whereinpulley 166 may be rotated by drive motor 164 causing drive shaft housing132 to rotate R1 approximately 360 degrees relative thereto motor 110,transmission 130, super structure SS, and/or transom T. It iscontemplated herein that other rotational or steering means known to oneof ordinary skill in the art, which are configured to rotate R1 driveshaft housing 132 and/or lower unit designated as section 13approximately 360 degrees relative thereto motor 110, transmission 130,super structure SS, and/or transom T are included herein.

In operation of power steering assembly 160, rotation of drive motor 164rotates pinion gear 166, which rotates ring gear 162, which rotates R1drive shaft housing 132 and/or lower unit designated as section 13,especially propeller 138. Therefore, rotation of drive motor 164 resultsin steering rotation of mechanically coupled lower unit designated assection 13, especially change of propeller 138 and propulsion P1 frompropeller 138 in any direction thereabout 360 degrees of rotation R1 andsuch propulsion P1 will push or pull transom T of boat or ship insubstantially the opposite direction. It is recognized herein that 180degrees of rotation R1 of power steering assembly 160 providespropulsion P1 from propeller 138 in a direct toward transom T and suchpropulsion P1 will push or pull transom T of boat or ship insubstantially a reverse Re direction (position opposite of forward F asshown in FIG. 2), thus eliminating the need to provide a reverserotation (reverse gear) therein transmission 130.

It is recognized herein that drive shaft housing 132 and/or lower unitdesignated as section 13 may rotate R approximately 360 degrees relativeto midsection designated as section 12 and/or relative thereto motor110, super structure SS, and transom T to enable 360 of propulsion P1from lower unit designated as section 13 and more specifically to steeroutboard motor 100 in any of 360 degrees of direction.

It is further recognized herein that transmission 130 may include anengaging/disengaging clutch, a multi-ratio, multispeed transmissionconfigured with two or more forward gears and may be a reverse gearenabling motor 110 of outboard motor 100 to rotate propeller 138 (via adrive shaft and gear box) at higher speeds of rotation or revolutionsper minute (RPM) than a single forward gear transmission. Moreover,higher speeds of rotation of propeller 138 and removal of exhausthousing 25 from lower unit designated as section 13 enables a thin smalldesign and reduced hydrostatic drag coefficient design of low lower unitdesignated as section 13, shown in FIG. 2 as compared to the largerexhaust configured lower unit of FIG. 1.

Referring now to FIG. 3, 4, 5, by way of example, and not limitation,there is illustrated an example embodiment of reciprocating midsectiondesignated as section 12 and/or lower unit designated as section 13,such as telescoping drive shaft 330, telescopic drive shaft housing 300,gear case housing 134, and propeller 138 to enable vertical adjustmentof raising and lowering propeller 138 during the operation of outboardmotor 100 relative to water line WL. Telescoping drive shaft 330 andtelescopic drive shaft housing 300 includes telescopic lower housing 310and upper housing 360 with telescoping drive shaft 330 positionedinternally therethrough.

Referring again to FIG. 3, lower housing 310 of telescopic drive shafthousing 300, may include gear case and gear case housing 134(hydrodynamic efficient designed), propeller shaft 136, propeller 138.Moreover, gear case housing 134 may include first lower extension member311, second lower extension member 312, and third lower extension member313 each integral to and extending therefrom gear case housing 134, oneon top of the other.

First lower extension member 311 may integrally extend therefrom gearcase housing 134. It is contemplated herein that first lower extensionmember 311 may be narrower in diameter or cross section than gear casehousing 134. First lower extension member 311 may include lower housingmale splines 312A (to mate, match or interlace or controlled linearslide with upper housing 360 female splines 362A or vice-versa, firstmateable spline or any like linear slideable non-rotational device)formed thereon outer surface 312B of first lower extension member 311.It is contemplated herein that male splines 312A may be narrower indiameter or cross section than gear case housing 134. First lowerextension member 311 may include second lower extension member 312integral to and extending therefrom first lower extension member 311.First lower extension member 311 may include a transition surface suchas first ledge 317 therebetween first lower extension member 311 andsecond lower extension member 312. It is further contemplated hereinthat second lower extension member 312 may be narrower in diameter orcross section than first lower extension member 311. Second lowerextension member 312 may include control piston 316 affixed theretosecond lower extension member 312, and bulkhead 314 affixed theretoupper housing 360 and slidably affixed thereto second lower extensionmember 312 forming bottom portion 364.1 and top portion 364.2 ofhydraulic chamber 364 therein upper housing 360.

Third lower extension member 313 may integrally connect gear casehousing 134 thereto first lower extension member 311. Third lowerextension member 313 may include a transition surface such as secondledge 315 therebetween third lower extension member 313 and first lowerextension member 311.

Second lower extension member 312 may include internal hollow interioror tube, such as lower housing conduit 320 forming a passagewaytherethrough first lower extension member 311, second lower extensionmember 312, and third lower extension member 313 to provide accesstherethrough to gear case housing 134. Lower housing conduit 320 mayinclude lower housing end cap 324, wherein a reduced frictionconstraining mechanism between moving parts, such as lower housingbearing 332 to enable telescopic drive shaft 330 to rotate up to 360degrees therein first lower extension member 311, second lower extensionmember 312, and third lower extension member 313, wherein telescopicdrive shaft 330 extends therethrough lower housing aperture 326connected thereto lower housing conduit 320 and having a reduced radiusor size relative to second lower extension member 312.

Referring again to FIG. 4, upper housing 360 of telescopic drive shafthousing 300, may include telescoping drive shaft housing 361 havingfirst upper housing section 361A, second upper housing section 361B,third upper housing section 361C, and fourth upper housing section 361D.First upper housing section 361A, second upper housing section 361B,third upper housing section 361C, and fourth upper housing section 361Dmay include tube, hollow interior, or passageway, such as upper housinginterior tube 366, therethrough forming a passageway therethrough upperhousing 360. First upper housing conduit 362 may be configured toaccommodate and control therein extension and retraction of second lowerextension member 312 having male splines 312A. Moreover, first upperhousing conduit 362 may include lower housing having second or femalesplines 362A (to mate/mateable with second lower extension member 312first or male splines 312A or vice-versa) (to mate, match or interlaceor controlled linear slide with second lower extension member 312, firstor male splines 312A or vice-versa, second mateable spline or any likelinear slideable non-rotational device) formed thereon outer surface362B of first upper housing conduit 362 to accommodate and controltherein extension and retraction of second lower extension member 312.It is contemplated herein that second female splines 362A may benarrower in diameter or cross section than third upper housing section361C. Furthermore, second upper housing conduit 363 may be configured toaccommodate and control therein extension and retraction of third lowerextension member 313. Still furthermore, second upper housing conduit363 may include two or more access ports thereto the interior thereofsecond upper housing conduit 363, such as first access port 381 andsecond access port 382 to accommodate insertion (flow in) or release(flow out) of compressed fluid or gas to work as a hydraulic cylinderenabling second lower extension member 312 to have controlled lineartravel therein first upper housing conduit 362 and wherein integrallylinked third lower extension member 313 to have controlled linear traveltherein second upper housing conduit 363. Upper housing 360 may furtherinclude as ring gear 162 positioned proximate first upper housingsection 361A, second upper housing section 361B or therebetween. Upperhousing 360 may further include first upper extension member 372extending therefrom upper housing end cap 364 positioned proximate firstupper housing section 361A. First upper extension member 372 may includeupper housing aperture 376 connected thereto upper housing interior tube366 and having a reduced radius or size relative to first upperextension member 372 to accommodate controlled linear travel therein oftelescoping drive shaft 330.

It is further contemplated herein that controlled linear travel of firstor male splines 312A of second lower extension member 312 of lowerhousing 310 to slide therein second or female splines 362A of firstupper housing conduit 362 of upper housing 360 has a collapsing or drawnin or raised propeller limit when lower end 365 of upper housing 360contacts first ledge 315 of lower housing 310 or control piston 316affixed thereto third lower extension member 313 contacts upper end 374or the like of second upper housing conduit 363, and an extended, drawnout or lowered propeller limit when control piston 316 affixed theretofirst linear member 318 contacts bulkhead 314 or lower end 367 or thelike of second upper housing conduit 363.

It is further contemplated herein that lower housing 310 and upperhousing 360 may be interchangeable regarding which slides within theother and which has male or female linear slideable means.

Referring again to FIG. 5, telescoping drive shaft 330 of telescopicdrive shaft housing 300 may include female shaft or first shaft section333 and male or second shaft section 343. First shaft section 333 mayinclude hollow interior, such as first shaft interior tube 336 formedtherein and forming a passageway therethrough first shaft section 333from proximate first female shaft end 331 to second female shaft end332. Second shaft section 343 may include first male shaft end 341 andsecond male shaft end 342. Moreover, first female shaft end 331 mayinclude first female shaft aperture 334 connected thereto first shaftinterior tube 336 to accommodate controlled linear travel therein ofsecond shaft section 343.

Similar thereto first upper housing conduit 362 having second femalesplines 362A configured to accommodate and control therein extension andretraction of second lower extension member 312 having first malesplines 312A; first shaft interior tube 336 of first shaft section 333may include shaft tube having fourth or female splines 336A (to mate,match, or interlace or controlled linear slide with second shaft section343 having third or male splines 341A or vice-versa or any like linearslideable non-rotational device, [similar to lower housing first malesplines 312A (to mate/mateable or interlace or controlled linear slidewith upper housing 360 second or female splines 362A)] formed thereonouter surface 344 of second shaft section 343 to accommodate and controltherein extension and retraction of second shaft section 343 from firstshaft section 333. It is contemplated herein that second shaft section343 may be narrower in diameter or cross section than first shaftsection 333. It is further contemplated herein that male splines 312Amay be narrower in diameter or cross section than third upper housingsection 361C.

To enable free rotating telescoping drive shaft 330, telescoping driveshaft 330 may include one or more reduced friction constrainingmechanism between moving parts, such as first lower housing bearing 352rotationally affixed proximate second female shaft end 332 of firstshaft section 333 and affixed thereto lower housing 310 and second lowerhousing bearing 322 rotationally affixed proximate first female shaftend 331 of first shaft section 333 and affixed thereto lower housing 310to enable telescopic drive shaft 330 to rotate up to 360 degrees thereinlower housing 310. Moreover, telescoping drive shaft 330 may includefirst upper housing bearing 354 rotationally affixed proximate firstfemale shaft aperture 334 of first shaft section 333 and affixed theretoupper housing 360 and second upper housing bearing 356 rotationallyaffixed proximate second male shaft end 342 of second shaft section 343and affixed thereto upper housing 360 proximate first upper extensionmember 372 or first upper housing section 361A to enable telescopicdrive shaft 330 to rotate up to 360 degrees therein upper housing 360.

It is still further contemplated herein that second shaft section 343may linearly extend and retract (telescope) therein first shaft section333 while freely rotating as telescoping drive shaft 330 within andencompassed by second lower extension member 312 of lower housing 310linearly extending and retracting (telescope) therein first upperhousing conduit 362 of upper housing 360.

It is still further contemplated herein that telescoping drive shaft 330within and encompassed by second lower extension member 312 of lowerhousing 310 linearly extending and retracting may include upper limitswitch 317A and lower limit 315A switch to provide position feedback toengine control unit 112.

It is recognized herein that second male shaft end 342 of second shaftsection 343 may be affixed or mechanically connected to transmission 130or motor 110 and the other end, first female shaft end 331 of firstshaft section 333 may be affixed or mechanically connected to gear casehousing 134, which is mechanically connected propeller shaft 136,propeller 138 and configured to rotate 360 degrees and raise and lowerrelative to water line WL, as telescoping drive shaft 330.

It is recognized herein that telescoping drive shaft 330 and telescopicdrive shaft housing 300 may provide a telescopic depth adjustment (toraise and lower relative to waterline WL) of gear case housing 134,which is mechanically connected propeller shaft 136, and propeller 138.Moreover, telescoping drive shaft 330 and telescopic drive shaft housing300 may be of any conventional construction, as for example it may beconstructed from sections which are telescopically and rotatableconnected and/or extendible and contractible, such as square tubing orother mateable linkage or the like.

Referring now to FIGS. 2, 5 and 6 by way of example, and not limitation,there is illustrated an example embodiment low speed outboard marinemotor, such as outboard motor 100 wherein for example pressurizedhydraulic fluid HF enters first hydraulic fluid port 381 connectedthereto hydraulic chamber 364 and exits second hydraulic fluid port 382connected thereto hydraulic chamber 364. Such flow of pressurizedhydraulic fluid produces a pressurized force thereon top side 316T ofcontrol piston 316 affixed thereto third lower extension member 313 andpushes control piston 316 and third lower extension member 313 andintegrally connected gear case housing 134 and propeller 138 to aposition submerged below water line WL, for slow speed (troll)maneuverability to push or pull transom T of boat or ship. It iscontemplated herein that lower unit designated as section 13, gear casehousing 134 and propeller 138, may be adjusted downward below waterlineWL to any number of increments of fine adjustment to maximize low speedthrust and/or plaining of the boat. In low speed operation, lower unitdesignated as section 13 is extended or lowered to a position submergedbelow water line WL, multispeed transmission 130 may be operated in lowgear, surface piercing style propeller 138 to work efficiently (provideadequate torque) at depth to propel the heavy load boat or ship up toapproximately 20-25 MPH or speed set point (or predetermined speed(s)programmed or preset in engine control unit 112, boat speed set point)with propeller shaft 136 rotational speed of 0-2,000 RPM capable ofplacing the boat or ship up on a plane. Moreover, lower housing 310ability to rotate up to 360 degrees enables surface piercing stylepropeller 138 to provide steering control of the boat or ship.

It is contemplated herein that telescoping drive shaft 330 andtelescopic drive shaft housing 300 includes telescopic lower housing 310and upper housing 360 with telescoping drive shaft 330 positionedinternally therethrough may include lowered limit wherein bottom side316B of control piston 316 contacts bulkhead 314 of said lower housing310 or second upper housing conduit 363 upper housing 360.

Referring now to FIGS. 2, 5, and 7 by way of example, and notlimitation, there is illustrated an example embodiment outboard marinemotor, such as outboard motor 100 wherein for example pressurizedhydraulic fluid HF enters second hydraulic fluid port 382 connectedthereto hydraulic chamber 364 and exits first hydraulic fluid port 381connected thereto hydraulic chamber 364. Such flow of pressurizedhydraulic fluid produces a pressurized force thereon bottom side 316B ofcontrol piston 316 affixed thereto third lower extension member 313 andpushes control piston 316 and third lower extension member 313 andintegrally connected gear case housing 134 and propeller 138 to aposition where propeller shaft 136 is positioned proximate water lineWL, for high speed maneuverability by pushing or pulling transom T ofboat or ship. It is contemplated herein that lower unit designated assection 13, gear case housing 134 and propeller 138, may be adjustedupward toward or partially above waterline WL to any number ofincrements of fine adjustment to maximize high speed thrust and/orplaining of the boat B. In high speed operation, lower unit designatedas section 13 is retracted or raised to a position where propeller shaft136 may be positioned proximate water line WL, multispeed transmission130 may be operated in high gear, surface piercing style propeller 138to work efficiently (provide adequate torque), wherein surface piercing(propeller 138 actually breaks the surface, water line WL) to propel theheavy load boat or ship up to speeds above 30 MPH or speed set point(s)(or predetermined speed(s) programmed or preset in engine control unit112, boat speed set point) or initiating propeller 138 depth adjustmentDA to surface piercing propeller position as shown in FIG. 7 and withhigher propeller shaft 136 rotational speed of 2,000-8,000 RPM andwherein outboard motor 100 may be capable of efficiently propelling theboat or ship at higher speeds. Moreover, by retracting lower unitdesignated as section 13 several inches, such as, gear case housing 134and propeller 138, this reduces hydrostatic drag coefficient of pullinglower unit designated as section 13 through the water (less of it topull through the water).

It is contemplated herein that telescoping drive shaft 330 andtelescopic drive shaft housing 300 includes telescopic lower housing 310and upper housing 360 with telescoping drive shaft 330 positionedinternally therethrough may include raised limit wherein a first ledge315 of said lower housing 310 contacts lower end 365 of upper housing360.

Referring now to FIGS. 2 and 8 by way of example, and not limitation,there is illustrated an example embodiment low speed outboard marinemotor, such as outboard motor 100 wherein power steering assembly 160,rotation of drive motor 164 rotates pinion gear 166, which rotates ringgear 162, which rotates R1 drive shaft housing 132 and/or lower unitdesignated as section 13, especially propeller 138. Moreover, rotationof drive motor 164 results in steering rotation of mechanically coupledlower unit designated as section 13, especially change of propeller 138and propulsion P1 from propeller 138 in any direction thereabout 360degrees of rotation R1 and such propulsion P1 will push or pull transomT of boat or ship in substantially the opposite direction (a reversedirection). It is recognized herein that 180 degrees of rotation R1 ofpower steering assembly 160 provides propulsion P1 from propeller 138 ina direct toward transom T and such propulsion P1 will push or pulltransom T of boat or ship in substantially a reverse Re direction(position opposite of forward F as shown in FIG. 2), thus eliminatingthe need to provide a reverse rotation (reverse gear) thereintransmission 130.

Referring now to FIG. 9 by way of example, and not limitation, there isillustrated an example embodiment outboard marine motor, such asoutboard motor 100 configured with a low and wide profile motor 110promoting overall stability of the boat or ship. Furthermore, the wideoutboard motor 100 profile spreads the motor weight and torque across abroader section of the transom T promoting overall stability of the boator ship. Still furthermore a small profile “racing style” lower housing310 or lower unit designated as section 13 reduces hydrostatic dragpromoting fuel efficiency of outboard motor 100.

Referring now to FIG. 10 there is illustrated a flow diagram 1000 of amethod of use of an outboard motor 100 having multi-speed transmissionand depth adjustable midsection designated as section 12 and/or lowerunit designated as section 13 via for efficient operation at low(trolling), medium, and high speed. In block or step 1010, providing anoutboard motor 100 having multi-speed transmission 130, telescopingdrive shaft 330, telescopic drive shaft housing 300, gear case housing134, and propeller 138 configured to provide depth adjustment DA ofpropeller 138 and/or midsection designated as section 12 and/or lowerunit designated as section 13. In block or step 1015, operating outboardmotor 100 with propeller 138 position submerged below water line WL,multispeed transmission 130 is operated in low gear, surface piercingstyle propeller 138 to work efficiently (provide adequate torque) atdepth to propel the heavy load boat or ship up to approximately 20-25MPH or speed set point(s) (or predetermined speed(s) programmed orpreset in engine control unit 112, boat speed set point) with propellershaft 136 rotational speed of 0-2,000 RPM capable of placing the boat orship up on a plane. In block or step 1020, sensing outboard motor 100via engine control unit 112. In block or step 1025, determining whetheroperating outboard motor 100 speed is greater than approximately 20 MPHor speed set point(s) (or predetermined speed(s) programmed or preset inengine control unit 112, boat speed set point). In block or step 1030,initiating high speed propeller shaft 136 position depth adjustment DAto proximate water line WL or surface piercing propeller position asshown in FIG. 7, if outboard motor 100 speed is greater thanapproximately 20 MPH or speed set point(s) (or predetermined speed(s)programmed or preset in engine control unit 112, boat speed set point).In block or step 1035, shifting multi-speed transmission 130 to achievehigher propeller shaft 136 rotational speed of 2,000-8000 RPM or above.In block or step 1040, determining whether operating outboard motor 100speed is less than approximately 20 MPH or speed set point(s) (orpredetermined speed(s) programmed or preset in engine control unit 112,boat speed set point). In block or step 1045, initiating low speedpropeller shaft 136 position depth adjustment DA to submerged propellerposition as shown in FIG. 2, if outboard motor 100 speed is less thanapproximately 20 MPH or speed set point(s) (or predetermined speed(s)programmed or preset in engine control unit 112, boat speed set point).In block or step 1050, shifting multi-speed transmission 130 to low gearachieve lower propeller shaft 136 rotational speed of 0-2,000 RPM.Return to step 1025. In block or step 1055, selecting to operate inmanual override 1055. Manual override 1055 may include operatingoutboard motor 100 in trolling or shallow water mode including shiftingmulti-speed transmission 130 to low gear achieve lower propeller shaft136 rotational speed of 0-2,000 RPM, initiating high speed propellershaft 136 position depth adjustment DA to proximate water line WL orsurface piercing propeller position as shown in FIG. 7.

The foregoing description and drawings comprise illustrative embodimentsof the present disclosure. Having thus described exemplary embodiments,it should be noted by those ordinarily skilled in the art that thewithin disclosures are exemplary only, and that various otheralternatives, adaptations, and modifications may be made within thescope of the present disclosure. Merely listing or numbering the stepsof a method in a certain order does not constitute any limitation on theorder of the steps of that method. Many modifications and otherembodiments of the disclosure will come to mind to one ordinarilyskilled in the art to which this disclosure pertains having the benefitof the teachings presented in the foregoing descriptions and theassociated drawings. Although specific terms may be employed herein,they are used in a generic and descriptive sense only and not forpurposes of limitation. Moreover, the present disclosure has beendescribed in detail, it should be understood that various changes,substitutions and alterations can be made thereto without departing fromthe spirit and scope of the disclosure as defined by the appendedclaims. Accordingly, the present disclosure is not limited to thespecific embodiments illustrated herein, but is limited only by thefollowing claims.

What is claimed is:
 1. An outboard motor for attachment to a transom ofa craft, said outboard motor comprising: a powerhead affixed to thetransom of the craft; a drive shaft rotationally positioned therein adrive shaft housing, said drive shaft having a first shaft sectionrotationally connected to said powerhead and a second shaft sectionrotationally connected to a propeller shaft; a first housing bearing torotationally support a first drive shaft housing end and second housingbearing to rotationally support a second drive shaft housing end; and asteering mechanism affixed thereto the transom and coupled to said driveshaft housing; wherein said steering mechanism is configured to provideindependent rotation of said drive shaft housing and said propellershaft relative to said powerhead to facilitate navigational control ofthe craft.
 2. The outboard motor of claim 1, wherein said steeringmechanism and said drive shaft housing are configured to provideapproximately 360 degrees of rotation of said drive shaft housing andsaid propeller shaft independent of said powerhead to propel theoutboard motor in any direction.
 3. The outboard motor of claim 2,wherein said steering mechanism further comprises a ring gear affixedthereto said drive shaft housing and a drive motor affixed to thetransom, said drive motor having a pinion gear mechanically coupled tosaid ring gear.
 4. The outboard motor of claim 2, wherein said steeringmechanism further comprises one or more mechanical arms.
 5. The outboardmotor of claim 2, wherein said steering mechanism further comprises abelt positioned around said drive shaft housing and a drive motoraffixed to the transom, said drive motor rotates said belt.
 6. Theoutboard motor of claim 1, wherein said steering mechanism and saiddrive shaft housing are configured to provide approximately 180 degreesof rotation of said drive shaft housing and said propeller shaftindependent of said powerhead to propel the outboard motor in a reversedirection.
 7. The outboard motor of claim 1, further comprises amulti-speed transmission positioned between said powerhead and saidfirst shaft section.
 8. The outboard motor of claim 1, further comprisesan exhaust system connected to said powerhead, said exhaust systemconfigured to discharge above a waterline independent of said driveshaft housing.
 9. The outboard motor of claim 8, wherein said exhaustsystem connected to said powerhead reduces said hydrostatic dragcoefficient of via a reduced size of said lower housing.
 10. A method ofsteering a boat, said method comprising the steps of providing apowerhead affixed to a transom of the boat, a drive shaft rotationallypositioned therein a drive shaft housing, said drive shaft having afirst shaft section rotationally connected to said powerhead and asecond shaft section rotationally connected to a propeller shaft, afirst housing bearing to rotationally support a first drive shafthousing end and second housing bearing to rotationally support a seconddrive shaft housing end, and a steering mechanism affixed thereto thetransom and coupled to said drive shaft housing, wherein said steeringmechanism is configured to provide independent rotation of said driveshaft housing and said propeller shaft relative to said powerhead tofacilitate navigational control of the craft; and rotating said steeringmechanism in a first direction rotates said drive shaft housing and saidpropeller shaft in said first direct independent of said powerhead tofacilitate navigational control of the boat.
 11. The method of claim 10,rotating said steering mechanism approximately 180 degrees rotates saiddrive shaft housing and said propeller shaft in said 180 degreesindependent of said powerhead to propel the boat in a reverse direction.12. The method of claim 10, rotating said steering mechanismapproximately 360 degrees rotates said drive shaft housing and saidpropeller shaft in said 360 degrees independent of said powerhead topropel the boat in any direction.
 13. The outboard motor of claim 10,further comprises the step of discharging exhaust above a waterline viaan exhaust system connected to said powerhead independent of said driveshaft housing.
 14. The outboard motor of claim 10, further comprises thestep of increasing a rotational speed of said propeller shaft via amulti-speed transmission positioned between said powerhead and saidfirst shaft section.